Internal combustion engine



Feb. 26, 1935. c. J. WEEKS A 1,992,266

INTERNAL COMfBUSTION ENGINE Fi1ed- Nov. 14. 1927 4 Shasta-Sheet l 7 I iN l P. l g

Feb. 26, 19.35. c. J. WEEKS 7 1,992,266 INTERNAL COMBUSTION ENGINE FiledNOV. 14, 1927 Sheets-Sheet 2 Zlwwntoz Feb. 26, 1935.

c. J. WEEKS INTERNAL COMBUSTION ENGINE Filed Nov,. 14. 1927 '4Sheets-Sheet 3 gwwmtoc Feb; 26, 1935-. J. WEEKS 1,992,266

INTERNAL COMBUSTION ENGINE Filed Nov. 14; 1927 4 Sheqts-Sheet 4 PatentedFeb. 26, 1935 UNITED STATES 39 Claims.

This invention primarily relates to internal combustion engines ormotors; it more especially involves a, charge-forming structuretherefor; and it essentially contemplates, in this instance, a uniqueapparatus for the purpose.

One of the fundamental objects of the invention is materially toeconomize use of the main supply of fuel (such as gasoline) and improvethe combustibility of thecomponents which constitute theexplosive-charge for an engine of the general kind specified-and whichmay be of the four-cycle, two-cycle, or any other, typeand to accomplishthis in such manner that appreciable economies are readily effected,efficiency of the engine promoted, increase in power accomplished, andcarbonization withinthe engine prevented or, at least, reduced to aminimum. I thus provide for enomically operating; the motor at maximumefliciency per unit of fuel; consumed.

Another fundamental object within the contemplation of my invention isto recover, treat and utilize the power and/or heat units, etc-usuallydischarged from such an engine-and effect integrating of these with theusual? mixture supplied to the engine by an associated mixtureproducingdevicesuch 'as a carburetor-with a resultant explosive-charge possessingcharacteristics which greatly augment the effectiveness and efficiencyof such a charge when exploded within the engine.

Another fundamental object is to intermingle and integrate in theintake-manifold system, thev gaseous-mixture from a carbureter '(say)with gases carrying no appreciable amount of hydrogen but containing anincreased volume ofoxygen, the gases comprising, in part at least, thewaste portions of the exploded charge-the unspent components of theexhaustthese being collected in or adjacent the muffler and, then,conveyed in gaseous or vaporous form-with. perhaps, a certain amount ofsolids, etc.to the intake-manifold for intermingling with a freshgaseous-mixture, the fuel-component of which is greatly reduced byreason of the fact that considerable fuel is derived from thecombustibles of the returned gas.

Another fundamental object is to return to the engine-cylinders selectedportions of the exhaust or unspent gases, these returned gasesbeingmixed or integrated with'other fuel to be introduced therein, theadmixture thus formed being then drawn into the cylinders; this objectincluding (in some instances) not only the mixing of the hot gases fromthe exhaust with vaporized PATENT OFFICE INTERNAL GOIVIBUSTION ENGINECharles I. Weeks, Jacksonville, Fla, assignor, by mesne, assignments, toMotor Power, Inc., At-' lant'a,- Ga, a corporation of GeorgiaApplication November 14,1927, Serial No. 233,170

- troduced to support combustion, thereby reducing,

fuel from the carburetor (say) but, also, from the associated crankcase.

Still another fundamental object is, in a novel manner, to treat theexhaust-gases to be reintroducedinto the engine on motor, such that they5 are thereby rendered suitable as fuel, their combustibility materiallyincreased, anditheir capacity to combine withother components of theexplosive-charge improved.

Another object is, bygutilizing the unspent gas from the exhaust anditreating it in the unique mannerherein disclosed and, then, admixing orintegrating it withthe gaseous-mixture from a carbureter (say), todecrease very materially the amount of (and, in consequence, economizein) 5 fresh, fuel which islsupplied to the carbureter to run: theengine.

Another important object is to collect the hot, unspent gases from theengine-exhaust and, then, inv mixing them with the gaseous-mixture froma carbureter (say) utilize more or less of the heat (inherentand/oradded) to raise the temperature of that mixture with resultantmaterial increase in its combustibility.

Another object is to proportion the fresh fuel, 25 as such, to theunspent gases and to any air inthe supply of the fresh fuel and addingto the volume of the working-explosive-charge, with resultant increasein its weight and temperature, which conditions, themselves, cause it todraw less fresh, fuel and, besides, the added unspent gases-preferablytreated in transit-supplement it. 1

Another object is to provide an auxiliary combustion-product comprisingexhaust-gases, some of which have been treated to effect a change intheir characteristics, and which auxiliary product may, at times, alsoinclude selected fuel-constituents recovered from the crank-case. Thisproduct thus functions not only as a fuel-component but, also, as aheating-medium to add heat,- to the gaseous-mixture from the earbureteror other mixture-producing device.

Another object contemplates the cycling of the combustible components ofthe unspent gas of the exhaust in such manner that, by resubmitting thesame in a more or less changed character and admixed with fresh fuel-as.from a carbureter-to'the explosive action of the motor, they areeventually more or less entirely consumed, thus effecting a substantialdecrease in the amount of fresh fuel required to meet the demands of themotor, with consequent material saving in cost of operation thereof.

Still another object is to provide a structurein the nature of a.circulatory systemin communication with the intake and exhaust passagesof the engine, whereby the latter does not exhaust to the atmosphere butthe exhaust is directed to a useful and economical purpose; that is, theunspent gases of the exhaust are cycled through the engine and itsadjunctive devices and, by reason of incidental treatment to which it ispreferably subjected en route, the combustibility of such gases issubstantially augmented and improved, with resultant efliciency of theexplosive-charge when the gases become a component thereof. v

Another object is 'to provide, in conjunction with such a circulatorysystem, a superheaterdevice or reheater-in the nature of a retort andcomprising an elongated chamber disposed in the path of the hottestcolumn of the outflowing exhaust-gases immediately after being exhaustedfront the combustion-chamber and preferably before reaching themuffler-whereby a selected portion of the exhaust-gas may be subjectedto treatment such that its mechanical and, perhaps,

its chemical character and characteristics are changed; that is to say,the unconsumed products of combustion of the motor, or at least some ofthem, are directed through the hottest part of the exhaust-system sothat such products pass, in consequence, through a zone of intense,flaming heat, and are thereby converted, after which they are directedinto theintake-manifold with substantially no intermediate cooling orchilling.

Another object is selectively to segregate 'different portions of theexhaust-gas and reintroduce these portions, separately, into theintakeof the motor there to mix more or less with the freshgaseous-mixture from an associated mixture-producing device-such as acarbureter at least one of the selected portions so reintroduced beingsubjected en route to asuperheating or reheating treatment by and withinthe zone of the effective action of the flaming exhaust-gases .from themotor; another selected portion untreated (so to speak) being alsoconducted to the intake of the motor and admixed therein with thesuperheated or reheated exhaust-gas and the gaseous-mixture, thetemperature of the latter as well as of the untreated exhaust-gas beingsubstantially increased (with consequent improvement in theircombustibility) by the heat-exchange effected by the integratingoperation.

. Another object is to provide means for controlling the introduction ofthe gaseous-mixture and of the treated and untreated exhaust-gases,

- such that their supply to the intake of the motor is more or lesspredeterminately governed and,

preferably, ,in accordance with the requirements of the motor, and insuch manner that, as the supply of the gaseous-mixture is in inverseratio to the supply of the exhaust-gases, the proportions of the mixtureare materially changed.

Another object is to provide a simple but ef-- fective structure bywhich the explosive charge is introduced into the engine or motor bythenormal operation thereof, not only without detracting at all from itspower but,, rather, effect a steady flow, in predetermined volume, ofunspent gas from the exhaust and fuel-vapors from the crank-case; thesegases and vapors meeting and integrating in the intake-manifold, thevapors being heated by the hot gases, the latter also augmenting theheat of the gaseous-mixture whose air-component will have beenpreheated. Hence, my inventive-concept contemplates supplying the chargewith fuel from the exhaust gases and crank-case as well as from thecarbureter, advantage being taken of the heat existent in the gases toeffect, during the integrating operation, a preheating of the incomingmixture fed from the carbureter and crank-case-preheated air to supportcombustion being drawn from the atmosphere and, largely, through thecarbureter.

Another object is to subject the exhaust-gases,

while en route to the intake-passage of the motor, to a pressure-raisingaction preliminary to a selected portion thereof being superheated orreheated to change their character before inter mingling with the freshgaseous-fuel supplied by the carbureter.

Another object is to promote, rather than to prevent, a predetermineddegree of back-pressure within the circulatory system, wherebycushioning of certain strokes of the pistons, and of other motor parts,is effected; in other words, I aim to utilize the presence of certainmedia of the explosive-charge that may be under pressure to develop moreor less back-pressure on the motor and, in consequence, cushion itsmoving parts, any seeming loss'incident to such back-- pressure beingcompensated for by increased power in the motor due to the more powerfulexplosive-charge introduced thereintoj Another object is to divide theexhaust-gases into a plurality of portions, columns, or bodies and-thenor before-compress them to a predetermined degree to increase theirpressure, they then being withdrawn, more or less selectively. from theassociated mufiler (or equivalent device) of the system: One portion,while still under pressure, may then be subjected to a superheating orreheating action to change its character mechanically-and, I perhaps,chemicallyafter which it is conducted to the intake-manifold of themotor. Another portion, also under pressure but, preferably, in largervolume, is

conducted more or less directly to the manifold, tobe there brought intoa mixing or integrating relation with the gaseous-mixture and thesuperheated or reheated exhaust-gases and, also, in some instances, butnot necessarily so, with selected contents withdrawn from the crank-caseof the motor.

Another object isto produce a unique type of explosive-charge including,(1) a gaseous-mixture supplied by a mixture-producing device (such as acarbureter) and one or more components of which mixture is or are moreor less .preheated, (2) a superheated or reheated body ofexhaust-gas-which (preferably) is under a predetermined pressure, (3) asecond body of the atmosphere) to conduct the resultant of the mixturethereof to the intake of the motor, there to intermingle and more orless admix with the gaseous-mixture from the carbureter and/ or with thesuperheated or reheated exhaust-gas and/or with the untreatedexhaust-gas cycled through the circulating system which is incommunication with the intake and exhaust passages of the motor.

The invention possesses other and further ob jects and features, all ofwhich will be more or less selfeevident and/or will be set forth in thefollowing description: V

In the accompanying drawings, constituting the illustrated part ofdisclosure of my inventiveconcept, I have shown-more or lessschematically-one of several possible embodiments and utilizations of myinvention; it being understood that this is, and is intended to be,merely illustrative and, further, that other possible practicalembodiments and utilizations of my concept are possible and that eventhe embodiment herein revealed is susceptible of a wide range ofmodification and/ or variation without departing from the spirit of theinvention or sacrificing any ,of

its underlying principles or salient features.

In these drawings: Figure 1 is a view in plan (somewhat fragmentary) ofthe main portions of an automobile-chassis, and includes a fuel-supplytank at one end thereof, an internal combustion engine or motor adjacentthe other end, a mixture-pro ducing device-here illustrated as acarbureter juxtaposed to the motor, and my improved charge-formingstructure interposed between and in operative communication with saidengine, tank, and mixture-producing device and involving what I hereindesignate a circulating-system;

Fig. 2 is a view in side elevation thereofpartly in section and, also,somewhat fragmentarylooking from the left side of the chassis as seen inFig. 1;

Fig. 3 is a similar but even more fragmentary view of the opposite side;

Fig. 4 is also a fragmentary view in'longitudinal, horizontal section,on the line 44, Fig. 3;

Fig. 5 is a fragmentary view, on a somewhat larger scale, of theconstruction as illustrated in Fig. 2, and showing certain parts andfeatures of my structure associated with and in operative combinationwith a carbureter;

Fig. 6 is a view in vertical, longitudinal section (and considerablyenlarged) of a mufiler-type of device, and certain adjunctive parts,constituting desirable components of the aforementioned circulatorysystem;

Fig. 7 is a similar view of a gas-controlling device associated with themuffler and, likewise,

constituting an important component of the sys-' tem;

.Fig. 8 is a view in transverse section on the line 8-8, Fig. 6, andlooking in the direction of the arrow indicated therein;

Figs. 9 and 10 are views similar to Fig. 8, the

a of two gas-controlling valves incorporated in the circulatory system.

Motor and general supporting and adjunctive structures Referring tothedrawings, the reference-character 1 is noted as designating, in general,the chassis of an automobile. On this is mounted, in

the usual way, an internal combustion engine or 4, in this instanceshown as a carbureter, the,

latter being constructed and operating in accordance with the principlesrevealed in United States Patent No. 780,949, dated January 24, 1905. Itis to be understood, however, that this showing is merely anexemplification, and that any other type of mixture-producing device maybe employed.

It is also to be understood that my chargeforming structure, as hereindisclosed, may be equally well employed in conjunction with anyappropriate type of internal combustion motor, mounted. in any suitabletype of vehicle, in a boat, on an aeroplane, etc., or for the generationof power for any purpose.

The motor 2 is provided, as usual, with intake and exhaust passages (notshown), the former being in communication with an intake-manifold 5, andthe latter with an exhaust-manifold 6, the latter continuing into anexhaust-conduit or pipe '7.

Associated and in communication with the manifold 5 is a gas-intake 8which, .in this instance, includes a main member 8 and two spaced-apartparallel members 8', 8 the latter projecting into or through the sidewall of the motor.

Fuel and air supply structure is utilized to produce a gaseous-mixturefor the motor) extends the customary pipe or gas-line (not shown).

The air, in this instance, is introduced into an intake 10 of thecarbureter through a conduit 11 which, in turn, is connected to anairheater or stove 12 that derives its heat in any appropriate manner,as from. an inclosed section of the exhaust-manifold 6 of the engine.

The gaseous-mixture produced-in and supplied from the carbureter isconducted into the intakemanifold or passage 5 of the engine, in theusual manner.

The intake and exhaust passages, manifolds, and conduits may be of usual(or any appropriate) type and form having capacity to supply adequatequantities of the explosive-mixture to the motor and to exhaust, theproducts of the explosion therefrom.

' Circulatory system The intake and exhaust passages, manifolds andconduits of the motor constitute some of the components of what 1herein, for the purposes of convenience and ready reference, designate acirculatory system, the function of which is to contribute towardcycling the exhaust-gases fromthe motor back to its combustion-chamberand there again subject it to explosive action of the motor. The othercomponents of the system form, a piston or diaphragm 31.

cylindrical chamber and two conical end chambersl6 and 1'7 spaced byperforated partitions 18 and 19, respectively. Extending into and housedwithin the end-chamber 16 is a conical, perforated element forming anextension of the exhaust-conduit '7. Within the chamber 15, also, is aconical, perforated element 21, this being disposed on one side, andbeing approxi-' mately of the dimensions, of the partition 19. Theperforations in the partitions 18 and 19 and in the conical elements 20and 21 are, preferably, staggered in relation to each other so as tocause the exhaust-gases passing through the mufiler to travel a more orless tortuous path and, also, to effect a breaking up thereof into smallbodies.

Mounted on the partition 19, and at the side thereof opposite theconical element 21 and, thus, housed within the chamber 17, is adeflectorelement 22, preferably having a plurality of ribs orcorrugations 23, and mouthing upward toward an aperture 24 in the upperportion of the chamber 1'7. Extending outwardly from the chamber 17,andin communication with the aperture 24 is an angulated coupling-element25, for a. purpose presently to be explained' The structure justdescribed and including the chamber 1'7, the deflector-element 22, etc.,embraces what I may, for the purpose .of identification, designate agas-trap, in that a certain portion of the, exhaust-gases aremomentarily trapped in the chamber whereupon more or less of a selectedbody thereof is divided from other portions and passes'oiit of thechamber through the coupling element 25.

Exhaust-equalizer and pressure controlling device.Extending from therear end of the mufller 13 and in communication with the chamber 1'7thereof is a short conduit 26 which, in turn, c onnects and is incommunication with a cylindrical member 2'7 which, for purposes ofidentification, ,I may herein designate an exhaust-equalizer andpressure-controlling device", since it contributes more or less toequalize the flow of exhaust-gases through the circulating'system and,also, to control the pressure to which the gases are therein subjected,in a manner presently to be explained. -This device is more particularlydisclosed in my application Serial No. 233,169, filed November 14, 1927.

The member 2'7, -as shown more clearly in Figs. 7 to 10, inclusive,includes a casing 28 and ends or heads 29 and 30, and houses what is, in

This has reciprocator'y movement in a chamber 32 located at one end ofthe casing and formed in part by a partition 33 and acts, inonedirection, under the influence of a spring 34 within the chamber.Projecting from the diaphragm 31 is a series of tapered valve-elements35 (Figs. 7 and 10), each of which extends through and works in anaperture 36, and which at one point is of greater diametral dimensionthan the smallest diameter of the element 35, and at another point ofsmaller diametral dimension than the larger diameter of tures 36 in thepartition.

such' element." In" consequence, 'the element serves, when in oneposition, to open the. aperture for the passage of exhaust-gas, etc.,flowing through the device and, when in a difierent position, to' closethe same, the passage therethrough being graduated in accordance withthe position of the element in the aperture.

The casing-head or end 29 is provided with a series of circularlyarranged perforations 37 (Figs. 7 and 8) for exhausting certain contentsof the casing 28 into the atmosphere.

Intermediate the perforated casing-head 29 and the apertured partition33, is a partition or baflie 38 (Figs. '7 and9) provided, preferably andas shown, with two series of circularly arranged perforations 39 and 40,respectively, these being staggered and out of alinement with theperforations 3'7 in the head 29 and with the apertures 36 in thepartition 33'. v

Extending from the conduit 26,'and within the casing 28, is a short pipe41 which projects through the baflle 38 and is threaded into thepartition 33. Thus, the conduit 26 is in communication with the chamber32 of the casing 28, the, chamber being, in turn, in communication witha chamber 42 formed by the partition and the baflle, but whichcommunication is controlled by the valve-elements 35 working in theaper- While the disclosed controlling-structure appears preferable,nevertheless any appropriate type of release-valve or device may beutilized.

Exhaust-gas conduits.By reason of the provision of the aforementionedgas-dividing and trapping-devices, a plurality of portions or bodies ofexhaust-gases that have reached the muflier are more or less selectivelycreated: One of these passes out of the mufller through the coupling 25,while the other portion passes from 'themufller through the conduit 26into the equalizer-device 2'7. In the device 27 the selected body isconducted into the chamber 32 andraccording to the volume and pressureof such body, operates the diaphragm31, either to cause it to close theapertures 36 in the partition 33, whereupon the gas passes around theperiphery of the diaphragm, out of the chamber 32, and into an elongatedcon- 'duit 43; or, if the diaphragm has been actuated so that theapertures 36 are more or less open, a certain part of the contents ofthe chamber 32 will escape therefrom into the chamber 42 and, throughthe baflle 38 and perforated head 29, into the atmosphere.

Leading out of the equalizer-device 2'7 is the aforementioned elongatedgas-conduit 43 which I extends to and is in operative communication withthe gas-intake 8. Thus, it will be manifest that a certain portion ofthe exhaust-gas and unconsumed products of combustion which have beenexhausted from the motor pass into the muilier and, thence, into theconduit which conv ducts them into theintake-manifold. There they willbe mixed with the fresh gaseous-mixture supplied to the manifold by themixture producing device 4. By reason of their high temperature, theseproducts will impart considerable heat to the mixture and, in addition,will supplement the explosive-mixture that is supplied to each of thecombustion-chambers of the motor.

Intermediate the terminals of the conduit 43 is a controlling-device 44which, preferably and in this instance, is a balanced valve thatincludes a casing 45 (Fig. 12) and a light, spring-actuated valve-member45 loosely disposed therein and operating under the influence of thesuction of the motoras developed back through the manifold to thevalve--or under the influence of the pressure of the passing gases. Thatis to say, the valve, by the force of gravity, normally remains seated;but, when the motor is in action, its suction, or the pressure which itdevelops in the gases, lifts the valve-member more or less from its seatsothat, at times, it may be said to float within the casing. By thismeans, the flow of the gases, etc., through the conduit 43 isautomatically governed in exact accordance with the action andrequirements of the motor. By reason of the character of the valve thusemployed, and the light weight of the valve-member thereof, it isreadily operated to permit a predetermined volume of theexhaust-gases'to be conducted through the conduit 43 and admit them tothe motor. This volume, however, varies at times to meet the workingrequirements of the motor, as already mentioned.

superheater or reheater.Leading from the coupling-member 25 on themuffler 13 is a gasconduit 46, preferably of somewhat smaller capacitythan the gas-conduit 43. The conduit 46 is, preferably and as shown, inthree main sections 46, 46 and 46. The section 46 overlies a majorportion of the mufller and a part of the exhaust-pipe and, as theseinstrumentalities retain considerable heat, they transmit such heat (orat least some of it) to the section 46 and,

thus, this section becomes in efiect a preheater of the contents of theconduit during their passage through that section.

The section46 is disposed within a portion of the exhaust-pipe and is,thus, subject to the intense heat-estimated to be 750 to 1000 F.of theflaminggas in the pipe, and which heat is especially effective on thepreheated contents of the section 46". By reason of its position withinthe zone of the flaming gas, etc., and the fact that such gases, etc.,are reheated to such a degree that it may be said that, in practicaleffect, they are superheated, I have, for purposes of identification,herein designated this part of the structure a superheater, marked it S,and described the action thereof as superheating or reheating. In acompanion application of mine,

Serial No. 233,169, filed November 14, 1927, I

have more particularly described andclaimed this superheater structure.

Preferably and as shown, the section 46 is coupled, at 47, to thesection 46, outside of the exhaust-conduit 7, is of a length nearly thatof the conduit, and is disposed in that portion of the conduit whereinthe products of explosion within the motor are still flaming and, thus,at the intense heat already specified.

Near the'juncture of the pipe with the exhaustmanifold, the section 46projects through the conduit andis there connected to the third section46 which, in turn, is tapped, at 48, into the gas-intake 8. Tlius, itwill be understood that when a certain portion of the unspent gases areacted on within the gas-trap in the muiller, that portion is by thedeflector 22 directed into the coupling-member 25, whence it passesthroughthe section 46 and, as already explained,- is therein more or,less; preheated; thence, it passes into the superheater S and is therebysuperheated and changed in its constituents, character andcharacteristics; thence, it passes into the section 46 and, finally,into the gas-intake and i'ntakemanifold, there to intermin'gle, moreorless admix with, and integrate with the body of exhaust-- gas whichhas been conducted thereto through the quantity thereof introduced intothe intakemanifold, I have provided the conduitpreferably on the section46 with a balanced-valve 49 .(Fig. 13) of a construction somewhat likethe valve 44, and functioning in a somewhat similar manner. In thisinstance, however, the valvemember 50 of this device 49 is notprovidedwith a spring, as in the device 44, because the volume of gas passingtherethrough is less and it is not generally necessary to augmentgravity to give the member a normal tendency to remain seated. It,however, is influenced by the action of the motor, similar to the valve44.

Pressure production From the foregoing, it will be perceived that,.inthe particular manner of connecting up the muiller with theintake-manifoldthrough the conduits 43 and 46 and the adjunctive parts-Ihave provided what is, in practical effect, a closed system; that is tosay, my circulatory system provides practically a closed passage for thestream of exhaust-gases from the motor through the exhaust-manifold;conduit, and mufller and, thence, back to the motor through the conduits43 and 46 and superheater S. As a result, the successive impulses orexplosions of the motor and the consequent action of the exhaust-strokethereof develops a pressure within the system which, by reason of thefunction of the muffler and its adjunctive equalizer 27, builds up apressure in the gases themselves such that, while they are.

en route to the intake-manifold, they are maintained under such pressureeven up to the time that they admix or integrate with other contents ofthe intake-manifold and, also, afterwards. It follows, therefore, thatthe system provides a medium for subjecting such gases to pressure and,also, for maintaining them under pressure, preferably until they reachfile intake-manifold, or even beyond that point, if desirable.

It also will be noted, particularly, that the stream or portion ofexhaust-gas which passes through and is acted upon by, the superheater Sis under pressure when treated thereby. Thus, it will be'recognized thatat least one body or portion of the exhaust-gases exhausted from themotor is subjected to superheating treatment while under pressure,whereby the resultant thereof is unquestionably atype of gas which isquite unique. I believe. I am the first, therefore, not only to proposea circulatory-system for handling exhaust-gases of an internalcombustion engine in a manner that they cycle from, back to, and thenagain through, the motorperhaps several timesbut the first, also, tosuperheat or reheat such gases en route and, preferably, under pressure,such that their constituent character and mechanical and chemicalcharacteristics are substantially changed, these results being due, to agreater or less extent, to the fact that the superheating or reheatingis preferably effected while the gases are under pressure.

It is to be understood that the action of the equalizer. 27 is such thata pressure of a predetermined degree--of twelve pounds per square inch,say-may be developed infthe gases. In

atmosphere to restore the (twelve-pound) pres-I sure in the casing 28,the spring 34 will act to cause the diaphragm to close said aperturesand, thus, the casing. In this way, there is an equalizing of thepressure within the system; hence, I designate this device an equalizer.

Another desirable condition to be noted as a resultant of thecirculatory-system is that of back-pressure on the motor. Ordinarily,this is regarded as undesirable in that it reduces the power of themotor; but, in my structure, inasmuch as suflicient additional power isdeveloped in the motor, by reason of the utilization of treatedexhaust-gases, etc., I thereby more than overcome any losses that wouldotherwise ensue, and I gain the decided advantage of effecting acushioning on the parts of the motor, whereby vibration, noise, etc.,are reduced to a A further desirable condition resulting from' themaintenance of a controlled pressure on the exhaust is the reductionof'the vacuum in the intake manifold. In other words, where, in a closedcirculatory system, a portion of the fuel is supplied to the intakemanifold under pressure, and where there is, thus, a more or less:constant back-pressure on the motor, it follows necessarily that thevacuum in the intake manifold is correspondingly reduced. Thus, .thereresults a condition which I have described as high pressure and lowvacuum. This condition is that which provides the advantageouscushioning of the reciprocating parts of the motor and constitutes animportat result of the use of my method.

It will be understood, also, that the action of the controlling orbalanced valves 44 and 49 is such as to contribute toward maintainingthis back-pressure, their functioning being such as to govern apredetermined quantity or volume of the gases to pass therethrough and,thus, as the gases are under pressure, the valves will, to a certainextent, be influenced by such pressure to Utilization of vaporouscrank-case contents In the practical operation of the structures!- readydescribed, I have found it more or less advantageous to withdraw certainof the vaporous and heated contents of the crank-case, introduce theminto the intake-manifold, and there admix or integrate them with thegaseous-mixture from the carbureter and with the exhaust-gases cycledthereinto by my circulatory-system. To that end, I provide a conduit 51(Figs. 1,' 2 and 5) which has one extremity 52 disposed adjacent theupper end of a breather 53 which, as usual, communicateswith theinterior of the crank-case. The other end 54 of the conduit is,preferably and as shown, tapped into the exhaust-conduit 46 which, inturn, communicates with the intakemanifold." The end 52 of the conduitis so disposed in relation to the mouth of the breather other words, thespring 34 which controls the that, due to the suction developed throughit by the action of the motor, it will withdraw the .fumes, gaseousconstituents and warm air from the crank-case and, at the sametime, willdraw in fresh air (through the end 52) from the atmosphere in quantityto give to the withdrawn contents the characteristic of fuel ofreasonably good combustibility.

At times, it is desirable to regulate the quantity of these withdrawncontents; hence, I provide a valve 55 on the conduit 51. This type ofvalve may also be utilized, if desirable, in the other conduits hereinrevealed.

By reasonof the fact that, as shown in this instance, the selectedcrank-case contents are introduced into the conduit 46 which conductsthe superheated or reheated exhaust-gases to the intake-manifold, thoseselected contents integrate therewith before entering theintake-manifold, in consequence of which they absorb a high degree ofheat therefrom and, also, are probably changed in their character, bymechanical and/ or chemical action or reaction resulting from theintegrating functioning of the manifold.

Crank-case cooling device.To facilitate the withdrawal of certainof thevaporous contents of the crank-case by the construction alreadydescribed, and to efiect a cooling of the oil within the crank-case andthe consequent maintenance of a relatively cool motor, I may, in someinstances, provide the same with means for introducing air from theatmosphere into the crankcase. Preferably and as shown in Figs. 3 and,

4, this involves mounting one or more air-ducts '56, at the side of themotor above the crank-case,

trolled by hinged closures-57, if desirable.

Operation The operation and cooperation of the various components of thesystem, aforementioned, and its adjunctive parts, will be more or lessmanifest from the foregoing. Assuming that an explosion in the motor hasoccurred and that the products of that explosion, in the form ofexhaustgases, unconsumed solids, etc., have been discharged by the motorinto its exhaust-passage 6 in the usual manner and, thence, into theexhau st-conduit '1, these exploded products will, for

a considerable distance if not throughout the entire length of theconduit, be aflame and, thus, carry a very high percentage ofheat-units-of a temperature approximately from 750 to 1000 F. Thisintense heat will necessarily greatly raise the temperature of thesuperheater S and thereby effect ,a treatment of the contents of thesection .46". The action is that, not merely of heating,

but of superheating; and the resultant of such superheating is theconversion of the gaseous and other contents into a different type ofgas or product, the exact character and characteristics of which are notyet definitely known to me.

It may here be stated that, generally speaking, an explosive-chargeintroduced into the cylinder of an internal-combustion power-device,preliminary to the charge-combustion, comprises in the content of theair react into carbon dioxid (CO2) while the hydrogen-content of thehydrocarbon reacts with the oxygen-content of the air to produce a formof H20, the nitrogen-content of the air being practically inactive;There are, of course, some minor components present in the hydrocarbonand air contents, and the explosion effects more or less change in theseminor components.

Now, an analysis of the contents of the mufller of my system disclosesthe unquestionable fact that certain of the usual constituents ofexhaustgases found in mufllers, under similar working conditions, areeliminated entirely, while others are varied in their volume. Thefollowing comparative tabular analysis indicates this, the-volume beingexpressed in percentage:

Usual ntujfler contents arity" as Mme has. oxygen Fats" Weeks muifiercontents It will thus be noted that, in my muffler-contents, there is nohydrogen or methane; and that the volume of oxygen is substantiallyincreased.

I am, of course, aware of the fact that it has heretofore been proposedto utilize the exhaustgases of a motor as fuel and, also, to utilize theheat of the gases returned to the motor for re-use therein; but I knowof no instance where such gases are subjected to the action of a streamof intensely hot gases and unspent products of combustion, as hereproposed, to raise them to an exceedingly high temperature, amounting,in effect, to superheating, strictly speaking. The unconsumed productsof combustion may be said to be cooked in the superheater, whereby theyare thoroughly gasified. Just what the mechanical and/or chemical effectof the superheating on the gases is, I am not at present prepared tostate, as already indicated.

By reason of the fact that the contents of the superheater are underpressure-twelve pounds to the square inch, saythe action of the super.-

heater may amount to, or be in the nature of, cracking. In other words,inasmuch as pressure and a relatively high heat are concomitants ofgasoline cracking, and as the contents of the superheater are--in partat least-uncon-" which pass through the superheater will necessarilyhave undergone a substantial change, so

that when they enter the intake-manifold, they exist as a treated body,such that, bothas a fuel and as a heating medium, they will almostinevitably effect a change in the othercontents of. the manifold, theexact nature of which change I am also unable at present to state.Observed results, however, incline me to the belief that they supply tothe combustion-chamber a character of explosive-chargewhich is inahighly volatile condition, practically dry, and of high efficiency.This results in a material decrease in the requirement of the motor forfresh fuel, as indicated by the fact that, in practical tests and underunquestionable conditions; the explosivecharge has been demonstrated togive a mileage, per each pint of fuel-commercial gasoline-used, far inexcess of anything heretofore attained under identical conditions, sofar as now known to me. In other words, a car equipped with thestructure herein disclosed, has demonstrated in a practical way that,under usual running conditions of such a car, a heretofore unattainable13, being delivered thereinto through the conical, perforated element20, which has a tendency to split the stream or mass up; then these passthrough the perforated partition 18; thence through the second conicalelement, 21; thence (some of them) into the deflector-element 22 whichdirects theminto the coupling 25, while other portions pass over andaround that element and into the short conduit 26. By reason of thefact, already mentioned, that the circulatory-system is of a closedtype, and permits the development of pressure in the exhaust gases, itwill be understood that the streams of the contents of the mufiler whichare released therefrom, either into the coupling 25, or into the conduit26, are under pressure, and continue their respective courses underpressure. The chamber 17 of the muffler in which is mounted thedeflector-element 22, and which I have herein designated a gas-trap,effects a division of the exhaust-gases, which have entered the mufiler,into two portions or streams, one of these (under pressure) flowing outof the chamber. 17, through the coupling 25, and into the conduit 26;while the other stream (also under pressure) flows out of the chamber,through the conduit 26, and into the gas-equalizer 27, where it is againdivided, more or less periodically. The major portion, however, passesthrough that device into the conduit 43, while a small quantity isdischarged from the device into the atmosphere, according to theposition of the valve-elements 35 in respect to the apertures 36 in thepartition 38 of the device: Those portions of the exhaust-gas which arereleased from the chamber 32 of the device through the apertures 36 aregradually released through the bafiie 38 and,

eventually, through the perforated head 29 into the atmosphere; thebaflle 38 and perforated head contributing to reduce to a minimum and'number of times requisite.

valve 44 which, by reason of its construction (as already described)permits the passage therethrough of the requisite volume of the contentsof the conduit into the intakemanifold.

In the meantime, the stream of exhaust-gas which has passed from themuflier into' the conduit 46 .is conducted through the section 46 whichimparts to it a certain amount of heat derived from its juxtaposition tothe mufller and by which the temperature of the contents of that sectionmay be more or less maintained. Following this step, the gas passes intothemperheater Sand is thereby treated in the manner and with theresults'already described, after which it is delivered into theintake-manifold and admixes or intermingles therein with the other bodyof the exhaust-gas which has been introduced intothe manifold throughthe conduit 43.

While these operations are being performed, in connection with the twobodies of exhaustgases, the mixture producing devicethe carbureter, saywill have delivered to the intakemanifold a fresh supply of gaseous-fuelwhich admixes or intermingles with the two bodies of exhaust-gases and,moreover, receives therefrom a considerable amount of heat.

By reason of the fact that the integrated exhaust-gases which areutilized in this connection are in the nature of fuel, they, inconsequence, themselves supply the motor with an explosive-charge ofconsiderable volume. It is known that they are of such volume andcharacter as very materiallyto reduce the volume of fresh fuel drawnfrom the carbureter, such that the specified high mileage, per gallon ofgasoline, indicates that a relatively small quantity of gasoline isdrawn through the carbureter by the motor to meet its requirements forfresh i fuel.

These vaporous contents from the crank-case may not change the characteror characteristics of the other contents of the intake-manifold;

but they apparently constitute a fuel which becomes a part of theexplosive-charge and, thus, further reduce the draft onthe carbureterfor fresh fuel;

'To what extent the exhaust-gases are rein- I tro'duced into themotor isnot yet entirely known to me; that is to say, it has not yet beendetermined how many times these exhaust-gases pass through thecirculatory-system: but, to whatever extent their character orcharacteristics require that they shall be reintroduced, before beingreleased into the atmosphere, the circulatory-system provides for,- andhas the capacity of, cycling the gases therethrough, once or any Byreason of the treatment which-certain portions of these gases receive intransit from the exhaust to the intakemanifold, and the probableconsequent change in their character, it is believed that theexplosive-chargecomprising whatever fresh gaseous mixture is supplied bythe mixture-producing device (the carbureter here). the two bodies ofexhaust gases (one superheated and both under pressure), and thevaporous content of the crankcase when that particular part of thestructure.

is utilized, results in a more perfect and complete combustion; hence,it may well be that the exmodified, which facilitates subsequentvaporization. and adds explosive qualities to the gaseousv vapor. Italso presumably changes or modifies the chemical composition'of thefuel, itself, as by chemical reaction taking place between the freshfuel and the superheated gas. In other word? I appear to generate aunique type of gas, the ature of which is, in part, indicated by theabove analysis. There may be, and perhaps are. molecular changeseffected in the elements, or there may be dissociation thereof, or"theremay be a new and/or different combination of such elements therebyproduced, so that a new substance, or new substances, not heretoforeutilized or known, may be the resultant of the action and functioning ofthe structure.

As aforementioned, the physical qualities of.

the fuelcomprising the integrated components spec'ified-appear to be dueto reaction between or interaction of the different types of such gasesbrought together in the intake-manifold. The possible, and perhapsprobable, effect is that the fuel has its specific gravity materiallylowered, making the same exceedingly volatile and highly explosiveWithout deposit or even formation of carbon, so far as can be detected.I 'am satisfied that chemical as well as physical changes are effectedby this operation.

The mingling of the 'hot and/or superheated gases with thegaseous-mixture, in addition to supplying a fuel-component to theexplosive chargereducing the quantity of fuel drawn through thecarbureter-acts beneficially on the charge; first, heating it andincreasing its volatility and combustibility; secondly, by effecting amore intimate mixing and/or integrating of the contents of the manifold;third, by converting into a gas, or more vaporized condition, the fueldrawn in through the carbureter; and, fourthly,

. by effecting chemical reactions as well as physical changes.

The treatment herein described of the uncon sumed products. ofcombustion has the effect of facilitating the integrating (in theintake-mani- I chamber. It will be readily understood and apifold ofsuch inert substances from the exhaust,

after reheating or superheating the same, it will be understood that itis not necessary that these products be reheated but they may beintroduced from any part of the exhaust system and in any condition withresultant dilution of the charge. Thus, higher compression in thecylinders is permitted and, yet, there is no danger of preignition.

In the absence of recognizable conditions and known facts about theactions of certain of the components of my concept and the consequentCal lack of ascertainable information regarding certain of the resultsof the functioning of those components, I have herein set forth certaintheories which I believe to be correct, but which I reserve the right tocorrector change, if need be, as the result of further tests andanalyses. For

instance, I have herein described the results of subjecting certainportions of the exhaust-gases to 'superheating treatment as involvingsomething in the nature of cooking and cracking. I have also referred tothe fact that the action of the superheating may effect mechanicaland/or chemical changes in the material being superheated. If there besuch mechanical and/or chemical change effected, it would appear tofollow that any material thus treated would, upon intermingling,combining or integrating with the other constituents of the contents ofthe intake-manifold, undergo further change, which may involve amechanical and/or chemical change, so that the resultantexplosive-charge, as introduced into the combustion-chamber of themotor, would, for that reason also, be of a unique type. It is known, inany event, that the contents of the muffler, as shown by analysesthereof, are different from the usual contents of a muffler associatedwith a motor that is operated under similar conditions.

But whether the theories herein-set forth are correct, or subject tochange as the result of further developments, it may now be stated thatcertain basic principles and features of my concept have. in practicaluse thereof, demonstrated that my circulatory-system, and/or certaincomponents thereof, function to produce a more efficient action of themotor, with consequent increased development of power therein and,likewise, with consequent -economy in the operation of the same. Inaddition, by reason of the increased power of the motor, I find it ofadvantage, in developing the pressure within the system, to subject theexhaust-gases to an appreciable degree of pressure and then utilize theresultant back-pressure on the motor for the purpose of eliminatingvibration thereof, etc. It will be understood, of course, that while Ielect to subject the gases to a twelve-pound pressure, usually,

heretofore been proposed to utilize the exhaustgases of amotor, both asa fuel and as a heatingmedium, by the reintroduction of the same to themotor, it has not been attempted, so far as I am aware, to handle andtreat those gases in the manner herein disclosed and whereby the volumeof fresh fuel required for the motor is so materially reduced as to bealmost negligible, comparatively speaking: I therefore believe myself tobe the first so to utilize exhaust-gases of a motor that that motor,mounted in an automobile, say, will power the same to a very much highermileage than heretofore, for each gallon of fuel used, such as gasolineof the type now to be purchased at any regular filling station.

To what extent any one component, alone, contributes to the resultmentioned, I cannot definitely state; but practical tests have shownthat my superheater, and the functioning of it to superheat certainportions of the exhaust-gases under a predetermined degree of pressure,undoubtedly contribute in a very large measure to these results, thatis, to increase the power of the motor, to decrease the quantity offresh fuel required thereby, and to improve the general workingconditions of the motor.

In some instances, and in some types of motor, it may be desirable toemploy, in conjunction with the usual ignition system, some means forintensifying the spark. In practice, I have found it'of advantage toutilize a frequency or voltage transformer having an electrostaticcapacity in conjunction with the ignition-system of a motor, and

whereby an increased amount of electric energy is available for'sparkingpurposes, with consequent augmenting of the spark production in thecombustion chamber of the motor. I do not, however, regard such a deviceessential to the results hereinbefore specified.

Where I have herein used the terms exhaustgases, spent gas, and othersimilar expressions, I refer to and intend to comprehend those productswhich are the resultant of the explosion in the motor, not only-of thegaseous-mixture introduced thereinto from the carbureter or. other formof mixture-producing device associated with the motor but, also, of anyand all components of the explosive-charge, however constituted, andinvolving notonly fuel and unconsumed products of combustion but, also,any gases, vapors, or even solids that may be exhausted from the motorand which are capable of being recovered or collected and then conductedback to the combustion-chamber, one or more times. These terms, and anyequivalent expressions, also refer to such gases and other components,whether in their normal condition as directly exhausted from the motor,or after being handled or treated in the manner herein defined ascontemplated by my inventive-concept. Similarly, the term exhausting andlike expressions comprehend, and. are

intended to refer to, the normal action of the motor in relinquishing,after each explosion of the charge, the above-defined products of theexplosion.

While the terms gaseous-mixture, fresh gaseous-mixture, fresh fuel", andsimilar expressions primarily comprehend the product of a carbureter orother mixture-producing device associated with the motor; nevertheless,these terms comprehend and are intended to refer to the components-orone or more of themwhich are supplied to the motor through themixtureproducing device and in contradistinction to the aforementionedgaseous and vaporous exhausts products and the contents of thecrank-case; and thereby the usual types of fuel, such as gasoline,kerosene, alcohol and similar fuels, are contemplated.

Where I have herein employed the terms crank-case contents, vaporouscomponents of the crank-case contents, and similar expressions, I intendthose expressions, and other similar terms, to comprehend and refer to,first, those elements or products of the crank-case susceptible of beingrecovered or collected and withdrawn,

by the suction-action of the motor or otherwise,'

bustion in the combustion-chamber of the motor.

The terms flaming gases, flaming elements and similar expressions usedin conjunction with the current of products exhausted from the motor asthe resultant of. the explosion of a charge, comprehend and are intendedto refer to, the condition of those products as they exist immediatelyafter the explosion of the charge and while still ignited.

The terms combustible products", components, constituents, materials,elements, and 7 similar and equivalent terms, as herein used,contemplate any product, gas, vapor or even solid, capable of beingintroduced into a motor and susceptible of combustibility when exploded.

'The terms combustion, and similar and equivalent terms, are intended tocomprehend the action within the combustion-chamber of the explosion ofthe charge therein introduced, whether such charge includes merely theaforementioned gaseous-mixture, or an admixture therewith of othercomponents, and which produces, in complete or incomplete form,theabove-defined exhaust-gases.

The terms mixing, admixing, mingling, comingling, intermingling,intergrating, etc., comprehend and are intended to refer to the bringingtogether, in the intake-manifold, or other point adjacent thecombustion-chamber of the engine, of the above-defined gaseous-mixtureand/ or exhaust-gases and/ or crank-case contents, and/or air from theatmosphere or from any other source, and which action may involve eithera mechanical and/or chemical combination or association of components toconstitute the charge preliminary to its introduction into the motor.

The expressions discharging to the atmosphere, release into theatmosphere, and similar terms, are intended to comprehend and refer notonly to the usual operations of a motor to relinquish to the atmospherecertain of the products of the explosion of the motor but, also, the

escaping from any portion ofv the exhaust-systemproducing an explosivecomposition adapted to be introduced into a motor as anexplosive-charge.

The terms segregating, collecting, divid- .ing", "recovering, andsimilar expressions, as

herein used, are intended to comprehend and referto the handling of theproducts of combus connecting the crank-case with the intake-manifold,and whereby gaseous, vaporous, and other forms of materials and elementswhich are toconstitute components of the explosive-charge are recoveredor separated into streams, currents, bodies or portions for individualor other 'treatment en route to the intake-manifold.

The term circulatory system, as herein em-' ployed, comprehends and isintended to refer, primarily, to means for conducting the abovedefinedexhaust-gases, crank-case contents, etc.,

from and back to the combustion-chamber of the motor, and whereby theprocedure of circulation is utilized to introduce or reintroduce theproducts of combustion, etc., into the intake-manifold to be theremingled with other components of the explosive-charge; this circulatoryfeature involving what is, to all practical purposes, a closed systemwhereby such circulation and/or re-circulation is facilitated oraccomplished.

The term cycling, as herein employed, is a feature of, and an actionincident to, the provision of the circulatory-system just defined, andinvolves conducting or reintroducing the products of the explosion inthe combustion-chamber through the system once, or as many times as maybe required to effect complete combustion of the charge. I

The term superheating and similar expres-. sions, as herein employed,are intended to comprehend and refer to a treatment of certain streams,bodies, or portions of the exhaust-gas while in transit from theexhaust-system to the intake-manifold and whereby the gas, or certain ofits components,-are subjected toan intense heat, such that theirtemperature ,is materially raised above that which they ordinarily wouldpossess when they reached the muffler, and whereby a substantial changein their character and/or their characteristics is effected, such changeinvolving either a mechanical or chemical action or reaction, wherebytheir combustibility is substantially improved and, also, an additionalamount of heat added thereto, this heat to be imparted to othermaterials introduced therewith in the intake-manifold. In connectionwith this action, and the structure which is utilized to superheat theexhaust-gases, I have herein used the term cracking by which term I meanto define the action of subjecting certain hydrocarbon materials, etc.,to a high temperature while under pressure, this treatment more or lesssimulating the well-known gasoline-cracking opera tion now extensivelypracticed in connection with hydrocarbons.

The terms pressure, pressure-producing, and similar expressions, asherein used, comprehend and refer to the treatment of certain materialsin theaforementioned circulatory-system whereby those materials aresubjected to pressure, as produced either by theimpulses of the motorthrough the system' by action thereof, or by any other means whereby thematerials within the system, or introduced thereinto from any source,have their. pressure raised above normal and which, in this instance, isusually and preferably a selected pressure. The selected orpredetermined degree of such pressure'is accom- 1,992,266 plished with avarying degree by the action of the muflier and gas-equalizer operatingin conjunction with the motor and the circulatory system.

The term 'back-pressure as herein employed, and any similar orequivalent expression, comprehends and is intended to refer to theresultant of the impulses or suction of the motor whereby a cushioningeffect is produced within the system and motor, and which is, in part atleast, in consequence of subjecting the contents of the system topressure by the pressure-producing instrumentalities referred to, andwhich back-pressure is utilized to advantage, in this instance, tocushion certain moving parts of the motor and thereby reduce vibration,improve the operation of the motor, etc.

The inventive-concept herein disclosed involves not only apparatusfunctioning to produce an explosive-charge of a unique character for aninternal combustion engine; but, also, a method with which suchapparatus may be employed to practice the same. This method constitutesthe subject-matter of a companion application of mine, Serial No.233,169, filed November 14, 1927, and in which I have directed claims tothe method just mentioned.

What I claim is:

1. In operative association with an internal combustion engine havingintake and exhaust passages, a closed circulatory line for conductingexhaust-gases from the exhaust-passage directly to the intake-passage,means for supplying a gaseous-mixture to the intake-passage, and meansfor effecting reaction of the exhaust-gases by subjecting the same toheat while under pressure and, then, integrating the same with saidgaseous-mixture.

2. A charge-forming structure for an internal combustion engine havingintake and exhaust passages, a mixture-producing device associatedtherewith for supplying a gaseous mixture to the intake-passage, meansassociated with the ex-- haust-passage for separating selected portionsof exhaust gases flowing therethrough, conduits for separatelyconducting such selected portions of the exhaust-gases to theintake-passage and effecting an intermingling in the passage ofthegaseous-mixture with the exhaust-gases, and

means operatively associated with one of saidconduits for subjecting thesame to a reheating ing therethrough to pressure, means. between the'passages for dividing. the exhaust-gases into separate portions,conduits for conducting selected portions thereof, while still underpressure, to the intake-passage, and means associated with at least oneof said conduits for subjecting its contents, while still underpressure, to a reheating treatment.

4. A charge-forming structure for an internal combustion engine havingintake and exhaust passages, a mixture-producing device associatedtherewith for supplying a gaseous-mixture to the intake passage, meansassociated with the exhaust-passage for subjecting exhaust-gases flowingtherethrough to pressure, means between the passages for dividing theexhaust-gases into separate portions, conduits for conducting selectedportions thereof, in different volumes and while still under pressure,to the intake-passage, means associated with at least one of saidconduits for subjecting its contents, while still under pressure, to areheating treatment, and means associate with both conduits forcontrolling the flow of exhaust gases therethrough and functioning underthe influence of the engine during its operation.

5. A charge-forming structure for producing an explosive-charge for aninternal combustion engine having intake and exhaust passages, means forselectively segregating a ortion of the exhaust-gases from theexhaust-passage, and means including,pressure-producing and reheatinginstrumenta ties to eifect a mechanical change in the characteristics ofsaid gases, said means being such that the gases are reheated whileunder pressure.

6. A charge-forming structure for producing an explosive-charge in aninternal combustion engine having intake and exhaust passages, means forselectively segregating a portion of the exhaust-gases from the exhaustpassage, means for subjecting said exhaust-gases to a selected degree ofpressure, means for subjecting the gases while under, pressure to areheating treatment, means for producing and intermingling therewith agaseous-mixture, and means for conducting a second selected body ofexhaust gases from said exhaust passage and intermingling the same withthe gaseous-mixture and the first-mentioned selected body ofexhaust-gases in the intake-passage.

7. A charge-forming structure for producing an explosive charge for aninternal combustion 'engine having intake and exhaust passages, meansfor selectively segregating a portion of the exhaust-gases flowingthrough the exhaust-passage, means for conducting the segregated portionof gases to the intake-passage, and means for treating said gases enroute to thepassage to effect a chemical change therein, said meansincluding instrumentalities for subjecting the exhaustgases to aselected degree of pressure and, also, instrumentalities for subjectingthe same, while under pressure, to a relatively high degree of heat. 8.A charge-forming structure forproducing an explosive-charge for aninternal combustion engine having intake and exhaust passages, means forselectively segregating a portion of the exhaust-gases flowing throughthe exhaust-passage, means for conducting the segregated portion ofgases to the intake-passage, means for treating said gases en route tothe passage to effect a chemical change therein, said means includinginstrumentalities for subjecting the exhaust-gases to a selected degreeof pressure and, also, instrumentalities'for subjecting the same, whileunder pressure, to a relatively high degree of heat, means forconducting a second body of exhaustgases from the exhaust to theintake-passage and intermingling the same with the contents of saidpassage, means for producing and conducting to. said intake-passage agaseous-mixture, a crank-case operatively associated with the engine,

and means for conducting selected portions of thepassages, including amixture-producing device in communication with the intake-passage tosupply a gaseous-mixture thereto, means associated with theexhaust-passage for dividing the exhaust-gases into separate bodies,means for sep- 13. A charge-formingstructure for internal aratelyconducting the bodies of exhaust-gases to the intake passage, and meansassociated therewith for treating one of the bodies of exhaustgases,such treatment including subjecting the same toa relatively high degreeof heat.

10. A charge-forming structure for internal combustion engines havingintake andexhaust passages, including a mixture-producing device in'communication with the intake-passage to supply a gaseous-mixturethereto, means associated with the exhaust-passage for dividing theexhaust-gases into separate bodies, means for separately conducting thebodies of exhaust-.

combustion engines, a circulatory-system in communication therewith forcycling exhaustgases therethrough and including intake and exhaustpassages, a plurality of conduits communicating with said passages,self-governed means ,for independently controlling the cycling now ofthe gases through each, of the conduits, means associated with at leastone of said conduits for subjecting the gases to reheating treatfnentwhereby their chemical character and mechanical characteristics arechanged, means for producing a gaseous-mixture and admixing the samewith the reheated body of ex:-

haust-gases, at least one of said conduits operating to convey untreatedexhaust-gases to the point of admixing of the mixture and super;- heatedgases.

combustion engines, including a circulatory system in communicationtherewith for, cycling exhaust gases therethrough, means for dividingsaid gases into a plurality of bodies, conduits for conveying aplurality of said bodies to a selected admixing point, means associated'with at least one of said conduits for effecting reheating treatment ofits contained body of exhaustgas, .a mixture-producing deviceoperatively associated withthe engine and operating to deliver agaseous-mixture to the admixing .point for combination, there, with thereheated exhaust gas,.and means for independently controlling the flowof the gaseous-mixture to said point and of the exhaust gases throughsaid conduits.

'14. A charge-forming structure for internal combustion engines,including a circulatory system in communication therewith for cyclingexhaust-gases therethrough, means for dividing said gases into apluralityot bodies, conduits for conveying a plurality of said bodies toa selected remixing point, means associated with at least one of saidconduits for effecting re-' heating treatment of its contained body ofexhaust gas, and means for inducing pressure within the system wherebysaid gas flows through the conduits under pressure.

15. A charge-forming structure for internal combustion engines,including a circulatory-sysand tem in communication therewith forcycling exhaust gases therethrough, means for dividing said gases into aplurality of bodies, conduits for conveying a plurality of said bodiesto a selected admixing point, means associated with at least one of saidconduits for effecting reheatingtreatment of its contained body ofexhaust gas, a mixture-producing device operatively associatedwith theengine and operating to deliver a gaseous-mixture to the admixing pointfor combination, there, with the reheated exhaustgas, means forindependently controlling the flow of the gaseous-mixture to said pointand of theexhaust-gases through said conduits, an intake-manifoldcommunicating with the engine and adapted to receive the gaseous mixtureand exhaust-gases .as distinct entities, means for inducing pressurewithin the system whereby said gases flow through the conduits undervpressure, and self-controlled means for controlling the flow of thegases through said conduits and maintaining pressure therein, one of theconduits being of larger capacity than another whereby a relativelylarge volume of untreated exhaust gas-is conducted to the admixingpoint. 16. A charge-forming structure for internal combustion engines,intake and exhaust passages communicating therewith, a plurality of conduits in communication with the intake-passage, means associated with theexhaust-passage for trapping selected portions of the ex-' I heating airfor introduction to said intake; a

muflier juxtaposed adjacent one end of the exhaust-manifold; a gas-trapwithin the mufller and whereby exhaust-gases passing through the mufilerare selectively divided into portions; and a conduit in communicationwith the trapand the intake-manifold and extending at least for aportion of its length through the exhaust- .manifold whereby itscontents are reheated by the flowing gases therein.

18. In combinative association, [an internal combustion engine havingintake and exhaust manifolds; a mixture-producing device for supplying afresh gaseous-mixture to the intake manifold and having an air intake;means for heating air for introduction to said intake; a mufllerjuxtaposed adjacent one end of the exhaust-manifold; a gas-trap, withinthe muiiier and whereby exhaust-gases passing' through the muflier areselectively divided into portions; a conduit in communication with thetrap and the intake-manifold and extending at least for a portion of itslength through the exhaustmanifold whereby its contents are reheated bythe flowing gases therein; and a second conduit in communication withthe mufller and intakemanifold for conducting a port on of the exhaustgases thereto.

19.. In combinative association, an internal combustion engine havingintake and exhaust manifolds; a mixture-producing device for supfplying'a fresh-gaseous-mixture to the intakemanifold and having an air-intake;means for heating air for introduction to said intake; a

mufller. juxtaposed adjacent one end of the exhaust-manifold; a gas-trapwithin the muffler and whereby exhaust-gases passing through the mufflerare selectively divided into portions; a pressure-producing deviceassociated with the mufller for subjecting'the exhaust-gases therein toa predetermined pressure; and a conduit in communication with the trapand the intakemanifoldand extending at least for a portion of 1 wherebyexhaust-gases passing through the muffler are selectively divided intoportionspa pressure-producing device associated with the mufiler forsubjecting the exhaust-gasestherein to a predetermined pressure; aconduit in communication with the trap and the intake-manifold andextending at least for a portion of its length through theexhaust-conduit whereby its contents are reheated by the flowing gasestherein; a second conduit in communication with the mufiler andintake-manifold for conducting a portion of the exhaust-gases thereto;and individual control-instrumentalities on each conduit for governingthe volume of exhaust-gases passing therethrough.

21. In combinative association, an internal combustion engine having anintake manifold and an exhaust-conduit; a mixture-producing device forsupplying a fresh gaseous-mixture to the intake-manifold and having anair-intake; means for heating air for introduction to said intake; a

muffler juxtaposed adjacent one end of theexhaust-cgnduit; a gas-trapwithin the'muflier an'd whereby exhaust-gases passing through themuflier are selectively divided into portions; a

pressure-producing device associated with the mufller for subjectingexhaust-gases therein to a predetermined pressure; a pressure-equalizer23. In combination, an internal combustion en-' gine having intake andexhaust passages, a charge-forming structure inoperative communicationtherewith, a mixture-producing device for supplying a gaseous mixture tothe intake-passage; means for preventing production of and/or foreliminating of certain chemical constituents including hydrogen andmethane; and means for substantially reducing the normal carbonmonoxidcontent of exhaust-gases.

24. In combination, an internal combustion engine having. intake andexhaust passages, a charge-forming structure in operative communicationtherewith, a mixture-producing device for supplying a gaseous mixture tothe intake-passage; means for preventing production of and/or foreliminating of certain chemical constituents including hydrogen andmethane; and means for substantially increasing the oxygen-content ofthe gases and, also, reducing the normal carbonmonoxid content thereofand, likewise, the carbon-dioxid content of such gases.

25. A charge-forming structure for an internal combustion engine, whichis provided with intake andexhaust passages, in combinative associationtherewith, a mixture-producing device for supplying a freshgaseous-mixture to the intake-passage; and means in communication withthe passages for cycling exhaust-gases therethrough in- .cluding aplurality of conduits in communication with the passages, at least oneof which conduits is in part at least mounted within the flaming portionof the exhaust-passage whereby its con tents are reheated, each of saidconduits being provided with a balanced-valve operating under theinfluence of the passing gases and controlling the introduction thereofinto the intake-passage; means for subjecting the cycling gases to apredetermined pressure at predetermined stages of their travel betweenthe intake and exhaust pas-' producing device for supplying agaseous-mixture to the intake-passage; a conduit between the passagesfor supplying'exhaust-gases to the intakepassa-ge; a mufllerandpressure-producing' device juxtaposed to the exhaust-passage fortrapping predetermined portions of the exhaust-gases and subjecting themto a predetermined degree of pressure; and means for maintaining thecontents of the mufller under substantially uniform pressure. v

27. A charge-forming structure for an internal combustion engine havingintake and exhaust passages, in combinative association, amixtureproducing device for supplying a gaseous-mixture to theintake-passage; a conduit between the passages for supplyingexhaust-gases to the intake passage; a mufller and pressure producingdevice juxtaposed to the exhaust-passage for trapping predeterminedportions of the exhaust gases and subjecting them to a predetermineddegree of pressure; means for maintaining the contents of the mufilerunder substantially uniform pressure; and means for releasing certain ofthe contents of the mufller into the atmosphere.

28. A charge-forming structure for an internal combustion engine havingintake and exhaust passages, in combinative association, amixtureproducing device for supplying a gaseous-mixture to theintake-passage; a conduit between thepassages, for supplyingexhaust-gases to the intake-passage; a muffler and pressure-producingdevice juxtaposed to the exhaust-passage for trapping predeterminedportions of the exhaust gases and subjecting them to apredetermineddegree of pressure; means for maintaining the contents of the mufflerunder substantially uniform pressure; means for releasing certain of thecontents of the muiller.into the atmosphere peri'- treatment while underpressureand en route to the intake-passage to change theircharacteristics materially as well as to raise their temperaturesubstantially whereby they may impart heat to the contents or the intakepassage.

29. In operative combination with an internal combustion engine havingintake arid exhaust passages, a charge-forming structure including aclosed direct conduit for conducting exhaustgases from one to the otherpassage, and means for effecting a reaction of such gases by subjectingthe same to a relatively high degree of heat.

30. In operative combinatiorf with an internal combustion engine havingintake and exhaust passages, a charge-forming structure including aclosed conduitfor conducting exhaust-gases directly from one to theother passage, and means for effecting a reaction of such gases bysubjecting the same to a controlled and constant degree of pressure. 1

31. In operative combination with an internal combustion engine havingintake and exhaust passages, a charge-forming structure including vaclosed conduit for conducting exhaust-gases from one do the otherpassage, and means for effectin a reaction of such gases by subjectingthe same 9 a relatively high degree of heat and a controlled degree ofpressure.

32. A charge-forming structure for internal combustion engines havingintake and exhaust passages, means for selectively segregating andisolating a portion of the exhaust-gases flowing through theexhaust-passage, means for treating said selected isolated portion ofexhaust-gases to efiect a mechanical change in the characteristicsthereof, and means for conducting the treated gases to theintake-passage.

33. A charge-forming structure for internal combustion engines, acirculatory system in operative connection therewith, including intakeand exhaust passages in communication with the engine, a closed conduitin cormnunication with the passages for isolating and conveyingexhaustgases from one to the other, and means {or sub jecting said gasesto heat treatment en route to the intake passage.

34. A charge-forming structure for internal combustion engines,'acirculatory system in operative connection therewith, including intakeand exhaust passages in communication with the engine, a conduit incommunication with the-passages for conveying exhaust gases from one-to'othe other, and means for subjecting said gases to reheating treatmenten route to the intake pas sage, said reheatingmeans comprising aportion of the exhaust passage wherein are present flaming gasesdischarged from the engine. 35. A charge-forming structure for internalcombustion engines, a circulatory system in communication therewith andincluding means for isolating and cycling exhaust-gases therethrough,and means for subjecting said isolated gases to a reheating treatment enroute through the system whereby their coinbustibility is augmented.

36. A charge-forming structure for. internal combustion engines, aclosed circulatory system in communication therewith a including meansfor isolating and cycling exh list-gases therethrough, agaseous-mixture-producing device operatively associated with the engineand in communication with the system, and means for effecting amechanical and/or chemical combination between said isolated gases andthe gaseousmixture.

37. In an internal combustion engine having intake and exhaust passages,a circulatory line sages for cycling exhaust-gases back to and take ofthe engine, the pressure being 'efiective to reduce the vacuum at theintake, provide a back pressure against the engine exhaust and cushionthe reciprocating parts of the engine.

38. In combination, an internal combustion engine and a charge formingstructure therefor including means for confining and reheating unmixedexhaust-gases and a closed circulatory system for cycling the reheatedgases back to and through the engine. z

39. In apparatus for supercharging an internal combustion engine havingexhaust and inlet conduits, the combination with means in said exhaustconduit for throttling the exhaust gases to control the escape thereof,of a conduit connecting said inlet conduit with said exhaust conduitintermediate the engine and said means whereby a portion of the exhaustgases are returned to the engine under pressure obtained by throttling,and means connected with said inlet conduit for' introducing fuel andcombustion supporting gas therein. v

CHARLES J. WEEKS.

25 directly connecting the intake and exhaust pas-

